Train-despatcher&#39;s chart.



P. J. SIMMEN. TRAIN DEBPATDEER'S CHART. APPLICATION FILED FEB. 18, 1001.

Patented Nov. 16. 1909.

1 r) H n V 8 e y La 2 3 u k .m G m 4 F 2 59% yr. a! v W P. J. SIMMEN. TRAIN DESPATGHERS CHART. APPLICATION TILED ran. 1a, 1007 940,079. Patented Nov. 16, 1909.

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Z Ifaiaf ug 5/ ag dlw PAUL J. OF OAKLAND, CALIFORNIA.

TBAH-DEGPATOHEB'S CHART.

Specification of Letters Patent.

Patented Nov. 16, 1909.

Application filed February 18, 1807. Serial ll'o. 868,151.

To all whom it may concem:

Be it known that PAUL J. SIJLMEK, a citizen of the United States, residing at Oakland, in the county of Alameda and State of California, have invented new and useful Improvements in Train-Despatchers Charts, of which the following is a specification.

The object of the present invention is to provide a chart by means of which a train dcspatcher can, by recording the times of arrival of the several trains at the several stations, apprehend more easil the relative positions of the trains, and w 'ch will also serve as a daily record of the movement of the trains over the despatchers division.

In the accompanying drawing, Figure 1 is a front View of my improved chart; Fig. 2 is a front view partly diagrammatic showing the chart, automatically marked from the distant stations; Fig. 3 is a detail side view of the marking device.

Referring to the drawing, 1 indicates a sheet or chart, of suitable Wltlth for the size of the despatchers division and may be of any len according to the time for which it is to used. Said chart is ruled with horizontal lines 2, spaced at regular intervals to indicate distances of time, and with vertical lines 3, spaced at regular intervals to indicate the irregular distances between the signaling stations from which signals or reports are sent to the dos atcher. While I shall hereafter speak of e time lines as being horizontal and the space lines as vertical, it is to be understood that these terms are merely relative, and that the chart can be equally well used with the time lines vertical and the s )nce lines horizontal, the arrangement in t is respect being merely according to the preference of the despatcher. The time lines 2 are marked with the hours and minutes, as shown at 4, and the smaller subdivisions indicate the exact time to the minute. The extent of this subdivision may be increased or diminished as may be desired. The vertical lines are marked with the names of difl'r rent stations, as shown at 5. The un ual distances between the lines, corrcspon mg to the irregulnr distances between the stations may be either unmodified or modified distances. By unmodified distances is meant, that the distances between the lines are in exact proportion with the distances in miles between the stations. But it is generally the case that the distances between the stations are not in exact proportion to the running times of the train between these stations, on account of, for instance, the greater amount of carvature in one part of the line, or the more numerous or steeper grades therein, or for other reasons. By modified distances is meant therefore, that these factors are taken into account and that the distances between the vertical ines represent the normal running times between the several stations. Upon the chart are also printed or otherwise formed lines 6 which represent the schedule time of the several trains, in either direction, over the division controlled by the despatcher. Thus, the lowest line 6 will indicate the schedule time of a train leaving Chicago at 9.05 a. m., assing through Nerska at 9.20 through cCook at 9.28, and so on. This line being straight, the chart may be supposed to be prepared with the vertical lines spaced for the modified distances," as above explained. It said vertical lines were spaced for the unmodified distances, said schedule line would deviate from a straight line between stations where the naming times are not exactly proportionate to actual distances. But either of these methods of spacing may be adopted. The second schedule line from right to left upward indicates the schedule time of a freight train of which the running times between stations, even if modified, would not be in the same proportion as those of a s senger train, by reason of the fact that the circumstances modifying the running times of the latter would not modify those of the former in the same degree. Obviously the schedule lines extending from right to left upward are for trains traveling in one direction upon the division, and those from left to right upward for trains traveling in the other direction.

To use the chart, the dcspatcher records the passage of a train through a signaling station on the chart by means of a suitable mark 8 thereon, which by its disturlbealpng the time line for that station Trom'the point where the trains schedule lino crosses said time line, indicates the extent to which the train is behind or ahead of time. This mark lllll be in the form of a short line substantin ly (parallel with the schedule line, or, if desire these marks may be connected to form a continuous line. The despatcher by following the line of marks thus made can readily see the progress of the several trains on his division and can send suitable messages to the trainmen. The chart may used for either a single or double track railroad, since the schedule lines for trains go ing in opposite directions, will themselves slope in opposite direction and cannot become confused.

In the modification shown in Fig. 2 there is employed a movable chart 10, wound on a roller 11, and advanced by clock work 12. For each station on the line from which a report is seat of the passageof trains, there is provided a marking device 13 operated by magnets 14, energized by currents in a wire 15, leading to said station, these marking devices being arranged to mark the chart at, or adjacent to, the lines which correspond to the several stations. These magnets may be so energized either by operator at the respective stations, or automatically by the passage of the trains, a system for o taining this result being shown in the United btates Patent granted to me July 3rd, 1906 No. 824,887. However, the manner in which these marking devices are sevrally actuated from the distant stations forms no part of the present invention. The devices are controlled by switches 16. In order to avoid friction on the chart by the operation of the marking devices, which would tend to retard the movement of the clock work, I preferably provide a make and break circuit 17 for the marking device, so that it punctures or otherwise marks the aper in a line of ints, this arrangement in comparative frictionless as compar with the mar ing by a pencil or the ike device moved along the paper. The friction of a considerable number of the latter devices upon the chart is by no means negligible. In general the markings on this chart differ from those made by hand, as shown in Fig. 1, in that these markings are parallel with the direction of the movement of the apcr, and therefore at right angles to the lines which indicate the passage of time. Such a direction of the markings is therefore characteristic of a chart automatically marked from distant stations, as distinguished from one marked by hand by the despatchcr as he receives the reports. The markings made by the devices 13 may be to one side of the station lines, instead of over them, as shown. The train schedule lines may be l'intcd or marked on the chart in several iticrcnt ways. Thus, as shown at 18, they may be straight, or approximately oblique lines. Or, as shown at 19, they may be zigzag lincs, having parts horizontal and parts vertical, the vertical parts corresponding to the linesof points which record on the chart the actual movement of the train when running on exact time. Or, as shown at 20, the schedule markings may be a series of vertical lines only, said vertical lines, as in the line 19, corres onding to the markings by the marking evices. In all cases the train schedule markings follow a general oblique direction. The several styles of schedule marking are shown on the same sheet only for the purpose of illustration, and in practice only one of these styles would in general be used on a chart.

While in the chart shown the station lines are arallel, it is obvious that the rinciple of t is invention could be applie to disk charts, in which case the station lines would be circular and concentric, and the time lines radial, or vice versa.

The charts thus marked can be reserved and serve as oflicial records of t e movements of the trains.

By the word proportionately in the claims is meant that the signal station lines are paced at distances a art proportionate to the distances, either al isolute or relative, of the several signal stations on the line, being relatively proportionate, when the inequalities causing variations in the running time are taken into account. By the words f train schedule lines, and words of like import, when used in a claim, is meant lines which indicate the intended runni times of the train, which are determined w en the time table is made up.

I claim 1. A train despatchers chart having parallel time lines, and distin ishin marks therefor, and parallel spaccd signa station lines transverse to the time lines, at difierent distances from each other, such distances being proportionate to the running distances between the stations, and distinguishing marks therefor, substantially as described.

2. A train despatchers chart having parallel time lines, and distinguishing marks therefor, and parallel signal station lines transverse to the time lines, and distinguishing marks therefor, and train schedule lines, so stantially as described.

3. A train desputcliers chart havin uniformly SDtlt'L'tl time lines and distinguishing marks tierefor, and spaced signal station lines crossing the time lines at a uniform angle, and at diflcrent distances from each other, such distances being proportionate to the running distances between the stations, and distinguishin marks therefor, substantially as described? 4. A train dcspntchcl"s chart having uniformly 8 need time lines and distinguishing marks ticrcfor, and spaced signal station lines crossing at the time lines at a uniform angle and at. ditl'erent distances from each other, such distances being proportiolmtc to the running distances between the stations, and distinguishing marks therefor, and a train schedule marking extending in a genere! oblique direction relative to the time and station lines, substantially as described.

5. A train despatchers chart having parallel time lines and distin ishin marks therefor, and parallel spac signa station lines transverse to the time lines at different distances from each other, such distances being proportionate to the running distances between the stations, and distinguishing marks therefor, in combination with train controlled marking devices operating on said chart at points generally corresponding to said signal station lines, and located in a series extendm across the chart in the direction of the time lines.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

PAUL J. SIMMEN.

Witnesses:

Faaxcm M. Wiuou'r, L. SOHMALE. 

